End-gas Region Research Articles

Turbulent flame propagation with pressure oscillation in the end gas region of confined combustion chamber equipped with different perforated plates

Experiments were conducted in a newly designed constant volume combustion chamber with a perforated plate by varying the initial conditions. Hydrogen–air mixtures were used and the turbulent flame, shock wave, and the processes of flame–shock interactions were tracked via high-speed Schlieren photography. The effects of hole size and porosities on flame and shock wave propagation, intensity of the shock wave and pressure oscillation in closed combustion chamber were analyzed in detail. The effect of interactions between the turbulent flame and reflected shock or acoustic wave on the turbulent flame propagation was comprehensively studied during the present experiment. The results demonstrated that flame front propagation velocity and pressure oscillation strongly depend on the hole size and porosities of the perforated plate. The flame front propagation velocity in the end gas region increases as hole size increases and porosity decreases. The flame front propagation intensity in the end region of a confined space is strongly relevant to two competing effects: the initial turbulent formation and turbulent flame development. The experimental results indicated that an oscillating flame is associated with both the reflected shock wave and the acoustic wave. Meanwhile, different turbulent flame propagations and combustion modes were observed.

Flame propagation and combustion modes in end-gas region of confined space

Flame propagation is investigated in a designed experimental apparatus equipped with a perforated plate in a constant volume chamber. The effect of the perforated plate is to generate a rapidly accelerating flame based on Bychkov work (Bychkov et al. 2008), in which the flame across the obstacle will becomes a strong jet flame. The experiment was conducted with a hydrogen–air mixture at different conditions. In this work, six different turbulent flame propagation and combustion modes were clearly observed at various conditions in our designed experiment. In the presence of perforated plate, the turbulent flame formed through the perforated plate may perform six types of turbulent propagations at the end gas regime. These types form through the interaction between the flame and the shock or acoustic wave and because of the limited effect of the wall in confined space. The six forms are as follows: (1) a normal flame propagation with a low flame front tip velocity and combustion rate; (2) a weak pulsation propagation with weak fluctuation due to the acoustic wave; (3) a pulsation propagation only with a visible reflected shock wave; (4) a strong pulsation propagation with a forward shock wave and shock reflection; (5) a continuously accelerating flame propagation due to auto-ignition of the unburned mixture between flame front and shock wave, which also leads to strong pressure oscillation; and (6) a violent pulsation propagation with a multi-shock wave leading to end gas auto-ignition with large pressure oscillation.

Analysis of Interaction between Autoignition and Strong Pressure Wave Formation during Knock in a Supercharged SI Engine Based on High Speed Photography of the End Gas

<div class="section abstract"><div class="htmlview paragraph">Engine knock is the one of the main issues to be addressed in developing high-efficiency spark-ignition (SI) engines. In order to improve the thermal efficiency of SI engines, it is necessary to develop effective means of suppressing knock. For that purpose, it is necessary to clarify the mechanism generating pressure waves in the end-gas region. This study examined the mechanism producing pressure waves in the end-gas autoignition process during SI engine knock by using an optically accessible engine. Occurrence of local autoignition and its development process to the generation of pressures waves were analyzed under several levels of knock intensity. The results made the following points clear. It was observed that end-gas autoignition seemingly progressed in a manner resembling propagation due to the temperature distribution that naturally formed in the combustion chamber. Stronger knock tended to occur as the apparent propagation speed of autoignition increased. It is particularly notable that a condition was observed in which the apparent propagation speed of autoignition through the end gas clearly exceeded the speed of sound. Exceptionally strong knock occurred at that time. The measured results for the actual development of autoignition made it clear that extremely strong knock, such as what occurs under high-speed, high-load operation and also that induced by low-speed pre-ignition (LSPI) in a supercharged downsized engine under low-speed, high-load operation (Super-Knock), is presumably caused by such phenomena. In other word, extremely strong knock is caused by detonation phenomena produced in autoignition process.</div></div>

Pressure wave evolution during two hotspots autoignition within end-gas region under internal combustion engine-relevant conditions

To further understand the intense pressure wave formation mechanism induced by multiple spontaneous ignition kernels under internal combustion engine-relevant conditions, a one dimensional code to solve the Navier–Stokes equations for reactive flows is adopted in this parametric study. The multiple autoignition kernels occurring in the end-gas region are simplified into two neighboring hotspots. Stoichiometric mixtures of PRF40/air (without an obvious Negative Temperature Coefficient (NTC) behavior, and showing a certain degree of anti-knock property) and PRF0/air (exhibiting a strong NTC behavior and weak anti-knock property) are both used to explore the effect of fuel characteristic. The initial pressure is 30.0 atm. Unburnt gas temperatures of 800.0 K and 890.0 K are below and within the NTC regime of stoichiometric PRF0/air under the initial pressure. The hotspots are modeled as sine waves in the initial temperature field. Different sine wave amplitudes are adopted to examine the effect of temperature inhomogeneity. Within a limited computational domain, a detonation wave tends to form under the initial conditions with a small interval between hotspots, a low initial temperature of the unburnt mixture and a large temperature inhomogeneity. During the formation of detonation wave, a process similar to the “explosion in the explosion” phenomenon that are found in previous experiments has been detected. Moreover, at the low initial temperature, a large interval between hotspots reduces the maximum intensity of pressure wave. In contrast, a wide interval increases the maximum pressure intensity at a higher initial temperature. The strongest pressure intensity induced by PRF0/air mixture autoignition is generally higher than that during the autoignition of PRF40/air mixture under the same initial condition, but a common intense pressure wave generation mechanism is shared. Furthermore, compared with the autoignition of the PRF40/air mixture, the distance for detonation formation within PRF0/air mixture becomes shorter.

Experimental Investigation of Turbulent Flame Propagation and Pressure Oscillation in a Constant Volume Chamber Equipped With an Orifice Plate

ABSTRACTIn this work, the main contribution is an understanding of different combustion phenomena involving flame acceleration, flame propagation, and the pressure oscillation resulting from flame-shock interactions. These physical phenomena were experimentally studied using a newly developed confined combustion chamber equipped with one or two orifice plates. The results showed that there are five stages of flame propagation when a laminar flame passes through the orifice plate in a confined space. These include the deceleration of the laminar flame, jet flame formation and rapid acceleration, deceleration of the flame, turbulent flame formation and acceleration, and turbulent flame propagation in the end-gas region. Flame acceleration and pressure oscillation were found to be strongly related to the aperture size of the orifice plate. The high amplitudes of pressure oscillations were found to be the results of two combustion mechanisms: the end gas auto-ignition and the interactions between the accelerated turbulent flame and shock wave. To further accelerate the flame and promote stronger disturbance in the end gas, another identical orifice plate was employed. Subsequently, strong flame-shock interaction caused end-gas auto-ignition with an extremely high-amplitude pressure oscillation. Eventually, the maximum amplitude of pressure oscillation exceeded 8 MPa as end-gas auto-ignition occurred in the end region of the combustion chamber.

Effects of the equivalence ratio on turbulent flame–shock interactions in a confined space

In this work, the influences of the equivalence ratio on flame front propagation velocity, shock wave velocity and pressure oscillation as well as flame–shock interactions with different combustion phenomena were comprehensively studied experimentally in a newly designed constant volume combustion bomb (CVCB). And a hydrogen–air mixture was chosen as the test fuel. In the CVCB, an orifice plate was used to obtain flame acceleration and promote turbulent flame formation. High-speed Schlieren photography was employed to capture the turbulent flame front and shock wave in the present work. The evolution of the flame and shock wave together with influences of the equivalence ratio on the flame tip velocity, shock wave velocity and pressure oscillation were clearly presented. The results showed that, after the laminar flame passed through the orifice plate, wrinkled turbulent flame gradually formed, and the shock wave ahead of flame front could be seen at a certain condition. The shock wave formation and enhancement process induced by flame acceleration was clearly captured by the Schlieren photography. It was found that the mean turbulent flame tip velocity reached a maximum value at an equivalence ratio of 1.25. In addition, an increase in the initial ambient pressure resulted in an increase of the turbulent flame tip velocity. Forced by the flame–shock/acoustic interactions, the flame would reverse and the backward flame velocity was positively related to that of the forward flame. The forward shock wave showed little differences among different equivalence ratios, while the reflected shock decayed fastest for the fastest flame, and the turbulent flame was pushed back more apparently. And the effect of the equivalence ratio on the pressure oscillation caused by flame acceleration and flame–shock interactions in the end gas region of confined space was determined.

Origin and reactivity of hot-spots in end-gas autoignition with effects of negative temperature coefficients: Relevance to pressure wave developments

The present study deals with the mechanisms for the hot-spot formation and pressure wave development associated with end-gas autoignition during knocking combustion of n-heptane/air mixture. The discussion is based on a one-dimensional (1-D) direct numerical simulation, where the compressible Navier–Stokes equations are solved with a detailed chemical kinetic mechanism of n-heptane, involving 373 species and 1071 reactions. The result demonstrates that the first trigger for a hot-spot formation is a compression wave generated by forced autoignition of a hot kernel and its reflection at a wall. The wall reflection of the propagating compression wave periodically produces an instantaneous temperature increase, which leads to the production of a larger amount of chemical species compared to that of other end-gas points. This non-uniform progress of chemical reaction process continues to exist at the wall, although the temperature increase is transient, resulting in faster autoignition and pressure wave generation at the wall. Thus, an important aspect of observing chemistry behaviors rather than temperature is demonstrated on the mechanism of hot-spot formation. The present study further addresses the reactivity of hot-spots on the relevance to pressure wave developments, wherein a zero-dimensional (0-D) ignition problem with pulsed compression waves is introduced. The higher reactivity of n-heptane/air mixture against pulse waves is observed with the faster ignition delay times in lower and higher initial temperature conditions. Conversely, the result at initial temperatures of 750—800 K indicates the lower reactivity with no significant effects of pulse waves on the ignition delay times. This is connected with the fuel characteristics of a negative temperature coefficient. Thus, in the 1-D simulations, a hot-spot with the high reactivity enhances spatial temperature difference in the end-gas region, leading to strong pressure wave generations. In contrast, a hot-spot with the low reactivity suppresses the pressure wave development with little spatial variation in temperature. The result demonstrates a significant aspect of hot-spot formation and reactivity on pressure wave development during knocking combustion.

火花点火機関におけるエンドガス部での化学反応計算

火花点火機関におけるエンドガス部での化学反応計算

Study about the link between injection strategy and knock onset in an optically accessible multi-cylinder GDI engine

The effects of different injection strategies on the mixture formation and combustion processes in a gasoline direct injection (GDI) engine are investigated. A synergic experimental and numerical analysis is realized on an optically accessible multi-cylinder engine under single and double injections, these last delivering the same amount of gasoline in two equal parts, the first during intake, the second during compression. In-cylinder pressure cycles and high temporal and spatial resolution combustion images are collected to highlight the possible occurrence of abnormal phenomena. AVL FIRE simulations are realized to characterize into detail the turbulent reacting flow and to evaluate the influence of mixture formation on flame propagation and the possible formation of zones in the end-gas region with conditions leading to self-ignition. Pollutants formation is also analysed.The flame propagation characteristics are indeed found different for the various injection strategies: for single injection, a faster spread occurs in the opposite side with respect to the injector position and towards the exhaust valves, while under split injection the flame front preferentially moves towards the intake valves. Computational fluid dynamics results give the relevant support to understand these peculiarities as related to in-cylinder equivalence ratio distribution and turbulent kinetic energy. In-chamber knock visualization is related to the numerical results of a simple self-ignition chemical model active in the end-gas zone, not yet reached by the main flame front.Split injection is shown to lead to advantages in terms of reduction of cyclic variability and tendency to knock, hence in increasing energy efficiency and in determining an overall reduction of undesired products of incomplete combustion.

Extension of PREMIER combustion operation range using split micro pilot fuel injection in a dual fuel natural gas compression ignition engine: A performance-based and visual investigation

The effects of split pilot fuel injection on engine performance and PREmixed Mixture Ignition in the End Gas Region (PREMIER) combustion characteristics were investigated in a single-cylinder dual-fuel natural gas engine ignited with diesel fuel. In particular, the effect of second spray timing on combustion mode was examined. PREMIER combustion was observed in a wider range of operating conditions with split injection strategy compared to single injection strategy. We determined that it was possible to both decelerate heat release and suppress knocking to PREMIER combustion, and accelerate heat release and promote normal combustion to PREMIER combustion, with suitable second injection timing. The maximum of thermal efficiency of PREMIER combustion operation with split injection was close to the results obtained with knocking operation. In-cylinder images showed that split injection strategy advances or retards the progress of combustion by controlling the size and rate of growth of flame kernels, depending on the timing of the second injection. The combustion progress is earlier when the pilot fuel delivered during the first injection autoignites during the second injection. Kernel growth and the final size were adversely affected when the second injection was initiated after pilot fuel autoignition.

Experimental observations of turbulent flame propagation effected by flame acceleration in the end gas of closed combustion chamber

In present study, a new designed constant volume combustion bomb (CVCB) equipped with an orifice plate and visualized by high speed schlieren photography has been employed to study the turbulent flame propagation effected by flame acceleration in the end gas region. The orifice plate is employed to achieve flame acceleration and obtain different turbulent flames at different equivalence ratios. We investigate the flame propagation speed, the formation mechanism of compression front, the influence of flame acceleration on the end-gas as well as the flame structure changes. The results show that the laminar flame can be accelerated and transferred to a wrinkled turbulent flame through the orifice plate significantly and there forms a clear compression front ahead of the turbulent flame. The flame propagation speed without orifice plate shows the trend of initial increase and consequence decrease in the confined space. Moreover, the turbulent flame propagation speed shows the significantly different trend and demonstrates the “M” shape evolution including the self-acceleration, unstable and deceleration process. Finally, the evolution of turbulent flame in the end gas of the confined chamber was described in detail with three stages: compression front formation, flame front distortion and reverse propagation.

Mechanisms of strong pressure wave generation in end-gas autoignition during knocking combustion

A knocking combustion modeled using a one-dimensional constant volume reactor is simulated in a manner of direct numerical simulations, in which large detailed chemical kinetic mechanisms for two premixed gases, n-butane (113 species) and n-heptane (373 species), are directly and efficiently introduced. Detailed mechanisms of strong pressure wave generation during end-gas autoignition are clarified. Comparison of n-butane and n-heptane shows that the presence of the negative temperature coefficient (NTC) region significantly influences not only the timing of knocking occurrence but also the amplitude of pressure oscillations. In the case of n-heptane with the condition of an adiabatic wall, there is one large peak produced in the strength of knocking intensity for initial temperature between 450 and 1000K, whereas there is no peak produced in the case of n-butane. The peak generated around 650K is attributed to a pressure wave intensified through propagation in the end-gas, which is locally generated near the wall with the influence of the NTC region. It is also found that there is a transition of the autoignition position in the end-gas region from the wall for higher initial temperatures to the region ahead of the flame front for lower initial temperatures, leading to different mechanisms of knocking intensity generation. In the case of the isothermal wall condition, the peak around 650K is reduced due to the lack of a local temperature increase at the wall, demonstrating the influence of wall temperature conditions on the strength of knocking intensity.

107 混合気温度がエンドガス部の挙動およびノックに及ぼす影響

107 混合気温度がエンドガス部の挙動およびノックに及ぼす影響

Premixed mixture ignition in the end-gas region (PREMIER) combustion in a natural gas dual-fuel engine: operating range and exhaust emissions

This paper is concerned with engine experiments and spectroscopic analysis of premixed mixture ignition in the end-gas region (PREMIER) combustion in a pilot fuel ignited, natural gas dual-fuel engine. The results reveal the characteristics and operating parameters that induce and affect this combustion mode. The PREMIER combustion is followed by natural gas flame propagation. Pilot-injected diesel fuel ignites the natural gas/air mixture, and the flame propagates before the natural gas/air mixture is autoignited in the end-gas region. This combustion cycle differs from a knocking cycle in terms of combustion and emission characteristics. The PREMIER combustion can be controlled by pilot fuel injection timing, the equivalence ratio, and the exhaust gas recirculation (EGR) rate, and can be used as an effective method for high load extension on a dual-fuel engine. An analysis of the relationship between the maximum in-cylinder pressure and its crank angle (CA) is used to compare combustion dynamics during conventional, PREMIER, and knocking combustion. In PREMIER combustion, the heat release gradually transforms from the slower first-stage flame rate to the faster second-stage rate. During PREMIER combustion, the maximum indicated mean effective pressure (IMEP) and thermal efficiency increase by about 25 per cent compared with those of conventional combustion, and low carbon monoxide (CO) and total hydrocarbon (HC) emissions can be achieved. However, nitrogen oxide (NO x) emissions increase. Spectroscopic analysis shows that the intensity of the OH* emissions in the end-gas region increases as the combustion mode transforms from conventional to PREMIER to knocking. In all three modes, emission fluctuations above 650 nm can be observed in the end-gas region. These emissions are attributed to the luminosity from soot particles formed during the concurrent diesel fuel combustion.

Effect of syngas composition on combustion and exhaust emission characteristics in a pilot-ignited dual-fuel engine operated in PREMIER combustion mode

The objective of this study was to investigate the performance and emissions of a pilot-ignited, supercharged, dual-fuel engine powered by different types of syngas at various equivalence ratios. It was found that if certain operating conditions were maintained, conventional engine combustion could be transformed into combustion with two-stage heat release. This mode of combustion has been investigated in previous studies with natural gas, and has been given the name PREmixed Mixture Ignition in the End-gas Region (PREMIER) combustion. PREMIER combustion begins as premixed flame propagation, and then, because of mixture autoignition in the end-gas region, ahead of the propagating flame front, a transition occurs, with a rapid increase in the heat release rate. It was determined that the mass of fuel burned during the second stage affected the rate of maximum pressure rise. As the fuel mass fraction burned during the second stage increased, the rate of maximum pressure rise also increased, with a gradual decrease in the delay between the first increase in the heat release rate following pilot fuel injection and the point when the transition to the second stage occurred. The H 2 and CO 2 content of syngas affected the engine performance and emissions. Increased H 2 content led to higher combustion temperatures and efficiency, lower CO and HC emissions, but higher NOx emissions. Increased CO 2 content influenced performance and emissions only when it reached a certain level. In the most recent studies, the mean combustion temperature, indicated thermal efficiency, and NOx emissions decreased only when the CO 2 content of the syngas increased to 34%. PREMIER combustion did not have a major effect on engine cycle-to-cycle variation. The coefficient of variation of the indicated mean effective pressure (COV IMEP) was less than 4% for all types of fuel at various equivalence ratios, indicating that the combustion was within the stability range for engine operation.

Stoichiometric H 2ICEs with water injection

For the most part, gasoline engines operate close to stoichiometry because of the high power density and the easy after treatment through the very well established three-way catalytic converter technology. The lean burn gasoline engine suffers major disadvantages for the after treatment still requiring aggressive research and development to meet future emission standards more than for the lower power density compensated by the better fuel conversion efficiency running lean. Hydrogen engines are usually run ultra-lean to avoid abnormal combustion phenomena and possibly to avoid the emission of nitrogen oxides without the difficult non-stoichiometric after treatment. While the ultra-lean combustion of hydrogen may reduce the formation of NOx within the cylinder but makes the power density very low, the only lean combustion of hydrogen requires after treatment for NOx reduction. The suppression of abnormal combustion in hydrogen engines has been a challenge for the three regimes of abnormal combustion, knock (auto ignition of the end gas region), pre-ignition (uncontrolled ignition induced by a hot spot prior of the spark ignition) and backfire (premature ignition during the intake stroke, which could be seen as an early form of pre-ignition). Direct injection and jet ignition coupled to port water injection are used here to avoid the occurrence of all these abnormal combustion phenomena as well as to control the temperature of gases to turbine in a turbocharged stoichiometric hydrogen engine.

Visualization of auto-ignition and pressure wave during knocking in a hydrogen spark-ignition engine

Visualizations of auto-ignition inside the end-gas region due to flame propagation and pressure waves that occur during knocking were carried out in a hydrogen spark-ignition engine using a high-speed camera. Our results demonstrated that auto-ignition in an end-gas region that was compressed by the propagating flame front could be visualized using the high-speed color camera. A large amount of unburned mixture caused by the auto-ignited kernel explosion generated the strong pressure waves. Strong pressure wave oscillations induced by the initial auto-ignition could be visualized using a video camera with a speed of 250 kframes/s. The auto-ignition and pressure waves caused the thermal boundary layer to breakdown near the cylinder wall and piston head, therefore combustion of the lubricant oil grease was visible inside burned gas region. This auto-ignition and pressure waves may result in damage to the cylinder wall and piston head during engine knocking.

Auto-ignited kernels during knocking combustion in a spark-ignition engine

In this study, auto-ignition of end-gas due to flame propagation and intensity oscillations caused by shockwaves that occur during knocking combustion were visualized in a compression–expansion engine using a high-speed video camera. Chemical luminescence emissions of the end-gas were detected to analyze the chemical reactions caused by the auto-ignition. Four main conclusions were drawn from this study. When the end-gas region was compressed due to the propagating flame front, auto-ignited kernels appeared near a negative curvature of the flame front. This negative curvature was related to low-temperature chemistry. The large amount of unburned mixture generated a strong pressure wave caused by the auto-ignited kernels explosion. Visualized images of a regular propagating flame front and auto-ignited kernels confirmed that the knocking intensity had a strong relationship with the mass fraction of the unburned mixture. Oscillations of OH* radicals were synchronized with the in-cylinder pressure oscillations, which were produced due to the resulting shockwave. Before auto-ignition of the end-gas occurred, weak OH* radicals and very weak HCHO* radicals appeared in the end-gas region due to low-temperature chemistry. The OH* radicals played an important role in the low-temperature kinetic reactions. This confirms low-temperature chemical reaction of auto-ignited kernel in the end gas region. OH* radicals are a good indicator of the transition from low-temperature chemistry to high-temperature auto-ignition.

Stratification of fuel for better engine performance

The concept of fuel stratification has been proposed and applied to a four-valve port injection spark ignition engine. In this engine, two different fuels or fuel components are admitted through two separate inlet ports and stratified into two regions laterally by strong tumble flows. Each stratified region has a spark plug to control the ignition. This engine can operate in the stratified lean-burn mode at part loads when fuel is supplied only to one of the inlet ports. While at high load operation, an improved fuel economy and higher power output are also expected through increased anti-knock features by taking advantage of the superior characteristics of different fuel or fuel components. This is achieved by igniting the lower RON (research octane number) fuel first and leaving the higher RON fuel in the end gas region. In this paper, knock limits of homogenous and different fuel stratification combustion modes at high loads were investigated experimentally. Primary reference fuels (PRF), iso-octane and n-heptane, were used to simulate three fuels of different RON: RON90, RON95 and RON100. The research results show that with stratified fuel components of low and high octane numbers, the knock limit, as defined by the minimum spark advance for knocking combustion, was extended apparently when the lower RON fuel was ignited first. In addition, the knock limit could also be extended by increasing the amount of higher RON fuel. However, igniting first the lower RON fuel in the fuel stratification combustion mode produced little improvement in anti-knock behaviour over the homogeneous combustion of the mixture of those two stratified fuels with an average RON.

Development of a fuel stratification spark ignition engine

A fuel stratification concept is being researched and developed in a three-valve twin-spark ignition engine. This concept requires that two different fuels or fuel components be introduced into the cylinder separately through two independent inlet ports. The fuels will be stratified laterally by means of strong tumble in the cylinder. Similar to the traditional air/fuel stratification engine, this fuel stratification engine can operate in very lean mixture or high exhaust gas dilution at part loads to reduce fuel consumption and NOx emissions. While at high-load operation, a higher compression ratio may be allowed owing to a potential increase in antiknock features if the lower research octane number (RON) fuel or component is ignited first, leaving the higher RON fuel in the end gas region. As a result, the fuel economy can be improved not only at part loads but possibly at full loads as well. This paper reports the development of such a fuel stratification engine. Firstly, the intake system of the engine was modified to produce a strong tumble flow which was measured by a digital particle image velocimetry (PIV) system. Then, a two-tracer planar laser induced fluorescence (PLIF) system was developed to visualize the fuel stratification in the cylinder. The engine combustion at part and full loads was also tested and analysed from cylinder pressure history. These research results show that the present strong tumble flow was characterized by a symmetrically distributed mean velocity in the intake stroke and a very small velocity component along the direction of the tumble rotational axis in the compression stroke. This flowfield created good fuel stratification laterally. The lean burn limit was considerably extended at part loads, and the knock limit at high loads also had a noticeable difference when higher and lower RON fuels respectively were ignited first.